Reverse gear for locomotives and other engines



Dec- 15,1936. H. .ALLARD' 2,064,051;

REVERSE GEAR FOR LOCOMOTIVS AND OTHER ENGINES Ik Filed June'29, 1934 v 4 sheets-sneerl1 n Dec. l5, 1936. H.. K. ALLARD REVERSE GEAR FOR LCOMOTIVES AND OTHER ENGINES Filed June 29, 19:44v

4 Sheets-Sheet @www NWN Dec. i5, 1936. 2,064,051kv y REVERSE GEAR FOR LocoMoTLvEs AND OTHER ENGINES y H. K. ALLARD EN u NN O @RET R lllll nlL lllllllllllll I I l l l l l l l 1 l l l l n J l l., Jl E .RR

Dec. 15, 1936. n H, K, ALLARD REVERSE GEAR FOR LOCOMOTIVES AND OTHER ENGINES Filed June 29, 1934- 4 Sheets-Shet 4v reverse-gearof the type indicated which is self. locking after I adjustment, whereby the valve-v Patented Dec.A 1`5, *1936; i

` REVERSE GEAR Foa LoooMonvEs. AND o'rnEn ENGINES Herbert x. Allard, Cranston, n.1. if r Appunti@ Jene 29'.' 1934, serial Ndfiaoss' 12v claims." (01.121-162) v .l l i trolled throttle-valves oi themotor'taken online -v This invention relates to reverse-gears rfor con-"-V trolling the valves of locomotives or othersteam-v engines and particularly to a device of the screw type wherein the valve-controlling mechanism'is I operative either manually or by power. One object oi the .invention is to provide a improved reverse-gear of the type indicated which is power driven to effect' quick adjustment of the valve-mechanism and one that is especially sen-u.' sitive and accurate in operation to accomplish minute adjustment of the valve-gear. r

Another object of the invention is to provide a lmechanism' is maintained in proper position without liability of creeping due tov vibrations set'up in the engine and associated parts. y

Another object of the invention'is 'toprovidea reverse-gear of the type indicated which may be operated under power generated by compressed air, steam pressure or by other means such as an electric motor.' f

Another object of the invention is to provide a reverse-gear of the type indicated having means travelable to adjust the position of the, valvef"A mechanism while being prevented from jamming or freezing at its extremes of travel.

Another object of the invention is to provide resilient means for connecting the reverse-gear with the valve-mechanism to prevent shock and.

strain liable to cause damage thereto.

Another object of the invention is to provide 'a v reverse-gear ofthe type indicated whichis positive in operation, durable in use andgenerally more efficient for the purpose intended.v

Further objects 4of the invention are setforthliritjw the following specication which describes apre-'- I ferred form of construction of the reverse-gear,

by way of example, as illustrated bythe accompanying drawings. In the drawings:

Fig. 1 isa side view, more or less diagrammatic,

of a locomotive engine showing its valve-mechanism as controlled by thepresent improvedreverse-gear; l I Fig. 2 is aside view of the improvedreversemiA Fig. 3 is a sectional plan view of a portion of the device taken onl line 3-43 of Fig. 2;

Fig. 4 is a longitudinal sectional view of thedevice taken in a medial plane; A

Fig. 5 is a. transverse sectional view of the motor endof the device taken on line .fi-e5 of Fig. 2;

Fig. 6 is a similar view taken on line 6-6 ofv Fig. 7 is a sectional view of the manually icontherefor.

-The present improvedreverse-gearfcomprises,

Fig.. 8 is a detailed .view of the reachirodshow.- y

ing the improved in general-. a screw-shaft;V a crosshe'ad engaging.,

construction'of the connections f I 5 the screwshaft tobe traversed by the rotation l thereof; a` reach-rod connecting the .crosshead to, operate the' mechanism Lforshiftingatlie position .of the ,engine` steam-valves; manually-com" trolled power-operated means,l such `was, an air rnctor, for rotating'thescrew-.shaftin oppositedirections. l y 1:. Referringrstto Fig. '1 of the drawings,a poi",

tion-of a locomotive. L is. here illi'istratedl,as l,l

equipped' with a conventional typeofvalv'e-gear Y,

reverse-gear is adaptable. Af or use-..w ith viagvricus` types of valve-mechanisms that herein r shown will be described only briefly in its relation to the valve-stem 5 for shifting the valve fin the steamchest 6 is moved4 longitudinally from' a ,radius-rod`v l connected to a bell-crank or reversing lever 8l by means of a link 9. The radius-rod A'I Acarries a V'controlled by the present improved power reg verse-gear 25 located in th `acab.`C .4 Sincethel l.

.present invention. Sulceitfto state thatthe block Ill slidable in an arcuate slotfin the rock'- able sector or 1ink l I vwhich-is oscillated from an eccentric crank-pin l2 onvthe drive-wheel AIlby means of a connecting rod Il.' Power is applied 'to the driverl3 through the 'connecting rod I6 connected to the crosshead `lli which-isrecipro.-v

cated by the piston I'LV :During the, turning of 1 the drive-wheel yI3 thelink Il is rocked onllts pivot to impart reciprocatory movement tothe radius-rod lA and valve-stem; 5 tooperate the.. steam-valve in the mannerland. for the purpose as well known tothoseversed in theart.l

vThe direction of travel and the speed of theV locomotive is controlled by shitting the. position f ofthe engine .valve in thestea.m'chestA 6. This is accomplished by raising or lowering the radius-, rod 1 with respect to the axis aboutwhich the link Il oscillates. When the-block Ill is raisedab'ovyen. the axis of the .linkv I If ythe valve operates; the

engineto drive the locomotive f orward; and when lowered below the'axis of thelinkthe direction' of drive is reversed. Asis the usual arrangementgl the degree of movement of the block l0 away from the axis -of the link .1 determines the speed.

Connected to the verticalfarm f theriiill''crank` or reversing lever '8 isfa reach-rod .2 0 whiclrex-v tends rearwardly for connection with the reverse'- runins gear in the manner as later explained. Midway of its length the reach-rod 20 is slidably supported from a'suitable bracket 2l secured to the side of has a reduced portion 36 projecting from the rearthe locomotive. i

Referring now to Fig. 2 of the drawings, theV present reverse-gear mechanism is supported by a housing 26 and bracket 21 having feet 28 attached to-the side of the boiler B of the locomotive by means of a U-shaped bracket 29, see Fig. 5. The reverse-gear may be positioned within the cab C as herein shown or forward thereof,-

ward bearing 32 with its end jcurnaled 'in the bore of a cover member 38 bolted to the endof the-housing 26.

The yhousing 26 is provided with a chamber 40 enclosing a spur-gear 43 keyed to the reduced end 36 of the screw-,shaft 35. The gear 43'meshes with a pinion-gear 44 carried fast on the end of the rotor-shaft 59 cfan air motor, indicated aty 60 in the drawings and later described, which is bolted to the opposite side o f the housing 26 below the screw-shaft 35, see Fig. 4.` .Pinned to the projectingportion 36 of thescrew-shaft 35 abut-- ting the side of the cover 38 -is a handwheel 45 by means of which the shaft may be manually rotated. 1 t As shown in Fig. 4, the inner face of the housing cover 38 is formed with an annular groove 41 arranged concentric of the axis of the shaft 35 and serving to support a relativelylthin disk or ring '48. The ring 48 is restrained from turning in the Vgroove 41 by pins 49 projecting through the cover 38 and engaging holes in the ring. Also slidably arranged within the groove 41 between the ring 48 and ther outer face of the spur-gear 43 is a friction ring or brake-annulus 50 constructed Lfrom suitable material such as compressed asbestos, fiber, canvas or the like.y The brake-ring 50 is urged against the gear 43 under the tension of a plurality of helical springs 5I pockted in recesses'52 formed in the cover 38 and opening into the groove 41. At the closed ends of the recesses 52 are disks 53 against which the springs 5I bear. For regulating the pressure of the brake-ring 56 against the gear 43, studs 54 screwed through threaded holes in the cover 38 are setup against the disks 53 to adjust the tension of the springs 5I. A

It has been stated that the valve-mechanism of the locomotive is adjusted from the reversegear 25 and the means for connecting the two mechanisms is asv next described. f Slidably mounted on the tie-rod 30 extending between the brackets'26 and 21 isa crosshead 10 having a screw-threadedbore engageable `with the threads of the screw-shaft 35. The crosshead 10 is tra.- versed inone direction or the other by the screwshaft 35, depending upon the direction of rotation of the ishaft. The crosshead 18 carries a pointer 1l which overlies a graduated scale 12 fastened to the top of the housing 26 and bracket 21, whereby the position of the valve-gear may be readily and'accurately determined. TheA crosshead 1D `is connected to the bell-crank or reversing lever 8 of the engine by the reach-rod '20,

previously mentioned, and means are provided for cushioning the thrust and absorbingl the shock and vibration at the ends of the reach-rod.

Referring to Figs. 2 and 8, the crosshead 10 svformed with an integral stud 13 projecting from its side, to which one end of the reach-rod 20 is pivotally connected. The reach-rod 20 may be of tubular construction withheads or terminal bearing'members 14 and 15 attached to its ends. As hereinshown the bearing members 14 and 15v are provided with cylindrical Shanks. 16

' and 11 received in the Vends of the rod26 and secured thereto` by cross-pins 18. The hub or y bearing portion 'of the member 14 is bored to receivel a resilient bushing 80, preferably constructed of specially treated rubber. Lining the bushing y is a metal sleeve 8| adapted to receive the stud 13 onthe crosshead 1D. .A pair of washers 82 abut thesides of the head or bearing 14 and a collar 83 pinned to the extremity ofthe stud 13 holds the reach-rod 2li` in place thereon.

The headk or bearing `15 at the opposite end of the reach-rod 20 is .of bifurcated form with opposite alining hubs'adapted to straddle the vertical arm of -the reverse-lever 8 for the valvemechanism V. Each hub of the forked-head 15 is provided with a resilient bushing 85 and a metal lining sleeve 86 for-receiving the ends of a stud 81 held fast in theupper end of the lever 8. Washers 89 abutv the sides of the hubs` of the head or bearing 15 and castellated nuts 90 screwed onto the ends ofthe stud 81 against washers 9i retain the several parts in place. The swiveling action at the forward endof the reach-rod 20 is considerably greater than at the reverse-gear endand to reduce the wear'at this point separate sleeves 93, constructed from special metal alloy, are interposed between the lining sleeVes86-and the stud 81. By this construction a metal-to-metal bearing contact which requires no lubrication is effected, thus avoiding the detrimental effect of oil on the rubberY bushings 85. The resilient connections at the ends of the reach-rod 20 constitute meansfor absorbing shock andfjar set up by vibrations in the engine, thus preventing wear and deterioration. in the parts of the reversegear.

As before indicated, the means for rotating the screw-shaft 35 may consist of any suitable power device. t. Motors of variousv types may beA employed driven by'steam or electricity, the rotary air motor 60- being herein illustrated merelyas an example of one practical source of power.

and therefore willk not be described in detail.

carries vanes 62 by which it is revolved within a housing .under pneumatic pressure introduced through suitable ducts 63 and 64 and exhausted through a sleeve-valve 65 kand pipe 66 leading to the atmosphere. The admission .of compressed air through the inlet duct 63 or 64 is'- controlled by a slide-valve 61 in a cylindrical chamber 68 at the end of the motorhousing, see Flg..5. lThe slidelvalve 61 isactuated by the pressure of the fluid as it is admitted to either one or the other ofthe inlet -ducts 63 and 64. The longitudinal movement of the slide valve 61 rotates the sleevevalve 65 through' a crank-arm on the sleevevalve having a. pin engaging a slot on the` slide- The motor 6,0 herein shown is of standard construction' 'valve as shown in Figs. 4 and 5. In this manner admitted. The ingress of air to either end of y the chamber 68 is controlled from a manuallyoperated throttle-valve of the poppet type, to be later described, whereby the direction of rotation of the rotor 6| is determined to effect the'desired rotative direction of the screw-shaft 35 from the gears 44 and 43.

The manual control for thc motor 60, and thereby for the reverse-gear 25, is constructed and arranged as next described. Bolted to the side of the housing 26 is a Valve-casing 95 having a compartment 96 at the bottom with a pressure inlet-pipe 91 communicating therewith, see Fig. 7. Pressure is supplied through the pipe 91 from the compressed air tank of the locomotive'or from' any other source. As shown in Fig. 2, a steaminlet pipe 98 may be joined at 99 to the air pipe 91 with valves I 00 and |0| provided in the lines to |02 and |03 are transverse ducts or passages |04 and |05. The lower ends of the ducts |02 and |03 are formed with beveled seats |06 for the beveled heads |01 of puppet-valves H0 and ||I. The stems of thev valves and are slidable in vertical bores H2 axially alined with the ducts |02 and |03 in the casing 95. The ends of the bores I |2 are counterbored at ||3 to receive suitable packing gaskets ||4- held under compression therein by glands H5. Surrounding the valvestems |I0 and above the casing 95 and held under compression between the glands- H5 and washers H6 secured to the ends of the stems are helical springs ||1.` The springs H1 normally maintain the valves I I0 and IH with their heads |01 closed against the seats |06 in the casing 95. The valves H0 and are adapted to be opened against the action of the springs I I1 by means of a rockable hand-lever |20 pivoted at |2| to an upstanding projection on the casing 95. The lever |20 has laterally extending arms |22 and |23 overlying the ends of the valve-stems I |0and I I to act thereon in the manner and forthe purpose ask later explained.

Referring now to Fig. 3, the housing 26 is provided with twotransverse passages |25 and |26 which aline with the ducts |04 and |05, and

intersecting these passages is a longitudinally,

extending bore |21. Slidable in the'bore |21 is a cylindrical valve-closure `|28 connected to be shifted by the crosshead in the manner as later explained to close the passages |25 and |26. As shown in Figs. 2, 3, 5 and 6, the inner ends of the passages |25 and |26 are connected to the front and rearward ends, respectively, of the air inlet-,chamber 68 `of the motor 60 by means of pipes |30. and |3|. The pipes |30 and I3| may be provided with small bleeder vents |32, see Fig. 5, for relieving the pressure when the valves ||0 and are being closed. l

The sliding closure |28 in the bore |21 is fast on the end of a rod |33, see Figs. 2, 3 and 4, slidable in a bore in the outboard bracket 21 and in a pair of bushings |34 screwed into a threaded hole at the forward end of the housing 26. The

rod ,|33 passes freelyfthrough a hole |35 in the crosshead 10. Between the bushings |34 is a packing ring |36 for preventing'leakage around therod |33.l Surrounding the rod |33 between the closure |28 and the inner bushing |34 is a helical spring |38; -and a similar spring |38 isl held in the bore |21 'between the opposite endof the closure |28 vand a plug |39` screwed into thel The springs |38, be-

passagesV |25 and |26 to permit the ow kof air through either passage.l The rodv |33y is shifted ports |25`or `|26 as the crosshead 10 comes into engagement with one of two collars' |40 and |4|y pinned to the rod at points adjacent the housing 26 and bracket 21. It' is to be noted that, the shut-oi valve last described is located in the air line between `the manually-operated` control lines'and themotor to arrest the turning of the screw-shaft 'as the crosshead reaches its ends of traverse. The methodof operation of the complete apparatus is as next explained.

It will be understood' that' the valve-gear' V illustrated in Fig. 1 of the drawings is duplicated on vthe opposite side of the locomotive for control of the steam-valve there located. Both valve-mechanisms are operated from the single -reverse-gear described, the tumbler-shaft carrying the bell-crank 8 being extended across to carry asimilar reversing. lever for the opposite steam-valve. "throttle-valve ofthe engine is closed and the crosshead 10 of the reverse-gear 25 is usually adjusted in mid'position on Vthe screw 35,y as shown in Fig. 2, with its indicator-finger 1| at zero on the scale 12. At this juncture the control lever stands erect with both valves ||0 With the locomotive at rest thev and closed or seated by their springs H1.'

The valve-closure |28 also remains in neutral position midway between the ,passages |25and |26 leading to the air motor. To provide for driving the locomotive forward the lever |20 is rocked forwardly to open the valve whereby .to admit pressure through the duct |05 to the passage |26 which leads through pipe |3| vand port 64, see Fig. 5. The port 64 communicates with the casing of the air motor in such location that the rotor 60 isA caused to rotate in the direction indicatedA by the arrow in'Fig. 6. RotationA of the rotor 60 in this direction turns the pinion 44 to drive the gear 43 on the screw-shaft 35 in clockwise direction, as

screw-shaft '35,1 being formed with right-,hand threads, is thus caused to traverse .the crosshead r10 forwardly or towards the bracket 21. Y

As thecrosshead 10 is thus traversedto slide l viewed from the forward end of the device.y The f the reach-rod 20 forwardly it rocks the bell mit pressure to the engine cylinders to cause the 'pistons |1 to reciprocate the crossheads I5 to turn the drive-wheels to propelthe locomotive ahead. y

The engineer watches the indicator 1| *as` it slides along the scale 12 and when lthe crosshead 10 is traveled to the desired position to ef- -In the meantime the throttle-valve is opened bythe engineer to ,ad-

fect the proper cut-off of thev steam-valves the Figs. 1 and 2.` As the lever .|20 is released the valve is closed under the action of its spring ||1 to cut off the pressure tothe rotor 6| Whereoutwardly from the steam-chests 6. to set thel by to arrest the .turning of theA screw-shaft35. The screw-shaft 35 is turned against `the braking pressure of the friction annulus ,50, shown in Fig. 4 of the drawings, and upon arrestment ofitsmotion the brake-ring acts to prevent unwarranted movement of the screw-shaft-due to any ,cause such as vibration.

Normally, due to the relatively slight angle of the screw-thread .on the shaft 35 there is little tendency to cause longitudinal .movement or creeping of the crosshead 'l0 on thescrew; and due to the added precaution of the braking means last described such creeping is positively prevented. Moreover, vibrations set up in the valve-gear and other parts of thelocomotive are absorbed by the rubber mountings 80 and 85 at the ends of the reach-rod 20 so that the effect of shock and jar is minimized to further render the device more accurate and permanent in the adjustment of the valve-gear.

To reverse the travel of the locomotive the handk lever |20 is rocked rearwardly as indicated in Fig. 7 of the drawings to open the valve I0. The opening of the valve I I admits pressure through the port |02 and duct |04- connecting with the passage |25, see` Fig. 3, and thereby pressure is admitted to the air motor through the port 63 whereby to cause the rotor 6|V to be turned in a clockwise direction as viewed in Fig. 6. The rotor 6| thereby turns the pinion M to drive the gear 43 in a contraclockwise direction sothat the.

screw-shaft 35 is rotated to traverse the crosshead 'l0 rearwardly. Under thismovement or the crosshead. 10 the reach-rod 20 is drawn back to rock thebell-crank levers 8 to,slide the radiusrods 1 downwardly on the links Thismovement of the radius-rods draws the valve-stems valves to propel the locomotive rearwardly; the action being the reverse of that previously described in starting the locomotive` forward. Q

With the locomotive being propelled in either direction its travel is arrested through .the operation of the throttle-valve inthe usual manner to shut o ff the supply of steam to the ,valves in the steam-chests 6. If desiredthe crosshead 'l0 of the reverse-gear may-then be adjusted to neutralor zero position. 'Ihis is-accomplished by moving the lever |20 in such direction as to turn the screw 35 to propel the crosshead 10 from its forward or rearwardv position, whichever itA may be, back into mid position on the screw 35, the pointer 1| being watched to determinewhen it reaches the zero mark on thescale 12.

As before indicated, thexpurpose of the valveclosure |28 is to guard against jamming or freezing of the crosshead '|0 at the ends of 'the screwshaft 35. As the crosshead .reaches either extreme of its traverse by the turning of the screw 35 it comes into engagement with one or the other of theY collars |40 and ;|4| to slide the rod |33 to actuate the valve-closure |28. Referring to Fig. 3, .when the crosshead'l is traversed rearf wardly toward the housing 26 it engages the collar |40 to slide the rod |33 in the same direction and thereby move the closure |28 across the air passage |25, as indicated in dot-and-dash lines in Fig. 3, to shut off the pressure at this point.

The air passage |25 is open during the operation' of the valve-gear by the manually-operated lever |20 to reverse .the locomotive and thus at the end of the strokeof the` crosshead 10, which accomplishes the reverse, ypressure to the motor is shut oi by the valve-closure |28vto prevent the crosshead from jammingv against the bearing 33. In other words, whichever the direction of the crosshead I0 the valve-closure |28 is operated automatically at the end of its stroke to shut off the pressure to the motor to arrest the turning of the screw-shaft 35 before the crosshead brings up against the end bearing for the shaft. In this manner the ,valve-gear is protected from damage which might result from uncontrolled operation of the motor and the crosshead is prevented from freezing against the end bearings to adjustment of the position of the crosshead with micr'ometer precisionv and theposition of the valves is thereby determined with equal accuracy. The singlethready form of the screw also tends to resist its turning under stress on the crosshead and the friction braking means serve as a further precaution against accidental or unwarranted displacement ofthe crosshead and change in the setting of the valves; Adequate provision is thus made against creeping of the crosshead whereby an accurate andpermanent cut-01T of the steam-valves is secured in Whatever position the valve-gear is set. VThis results in a substantial saving of fuel and relieves the engineer from constantly watching the device and altering its adjustment. Y

The present improved valve-gear is of sturdy construction and proof against damage by jamming of its parts in normal' operation or injury from stress and strain set up by vibration.

The device is adapted for attachment to locol motives of various types already in use and requires practically no change in the structure and arrangement of the engine itself. l

nism, a rotary motor, a screw-shaft driven by the motor, a traversing member. on the shaftactuated by the rotation of theshaft in either direction, means for controlling lthe operation of the motor, means connected to said traversing member for adjusting the engine valve-mechanism, and a friction brake Iembodied in Vthe reversegear and acting to hold the'screw-shaft against 'rotation caused by the small component of the vibrational force of the engine valve-mechanism applied axially against the inclined threads of the screw-shaft by the traversing member.

2. In a reverse-gear for locomotives and other engines, engine valve-gear, a rotary motor, a screw-shaft driven by the motor. a crossheadk on the screw-shaft, a reach-rod having bearings at opposite endsV for connectingthe crossheadand engine valve-gear, and means for eliminating creep in the valve-gear while permitting vibration of the valve-gear comprising resilient cushions surrounding the bearings on the reach-rod at' by rotation of the screw-shaft. means for rotating the screw-shaft, a reach-rod connecting the crosshead and engine valve-gear, resilient means between the reach-rod and parts to which it is connected, said resilient means permitting vibration of the engine valve-gear without creating forces which would prevent vibration, and a fricu tion brake applied to the screw-shaft to prevent it from being rotated by forces applied to the.

crosshead through the reach-rod whereby creep in the reverse-gear is prevented.

4. In a reverse-gear for locomotives and other engines,I engine valve-gear, a rotary motor, a screw-shaft, reduction gearing connecting the motor and screw-shaft including a gear on the end of the shaft, a crosshead actuated longitudinally by the rotation of the screw-shaft, a reachengines, engine valve-gear, a fixed` housing, a1 rotary uid motor in thehousing, a frame on the housing, a screw-shaft journaled in the. frame, reduction gearing connecting the motor and screw-shaft including a gear on the end of the latter, a crosshead in the frame traversed longitudinally thereof by rotation of the screw-shaft, a reach-rod connecting the crosshead and engine valve-gear, rubber bushings acting between the reach-rod and parts to which it is connected to .absorb and reduce the vibration tending to rotate the screw-shaft, anda friction disk acting between the xed housing and gear at the end of the screw-shaft for holding the latter against ro`- tation whereby to prevent creep-in the reversegear.

6. In a reverse-gear for locomotives vand other engines, engine valve-mechanism, and mechanism for operating the valve-mechanism comprising a housing, a frame extending` from the housing, a rotary screw-shaft supported for rotation in the housing and frame, a crosshead on the screw-shaft, 'a reach-rod connecting the Y crosshead and engine valve-mechanism, a gear within the housing fixed to the shaft, a motor for driving the gear, and a friction diskengaging the end of the gear for holding the screw-shaft in any adjusted position.

7. In a reverse-gear for locomotives and other engines, engine valve-mechanism; mechanismfor operating the valve-mechanism lcomprising a screw-shaft, a `traversing member operated by the screw-shaft, av reach-rod connecting the trav-versing member and valve-mechanism; and a brake for holding the screw-shaftin-a'ny adjusted position' comprising'a gear d to the screwshaft, a housing for the screw-shaft'and. gear having an annular recess, an annular friction vdisk within the recess and engaging theside 'of' the gear, resilient means ,for lholding the disk against the gear with friction, and means for adjusting the .resilient means to vary the friction between the diskand gear.

8. Ina reverse-gear for'locomotives and other engines, engine valve-gear, a screw-shaft, a traversing member actuated in opposite directions by rotation of the screw-shaft, a reach-rod resilientlyconnected at opposite ends to the traversing member and engine valve-gear respectively, a motor for driving the screw-shaft to move the traversing member in opposite directions, valvemeans for controlling the motor, a second valvemeans for stopping the motor, means actuated by the traversing member at the end of its movement in either direction to operate the second valvemeans to stop the motor. and a brake within the reverse-gear for holding the latter in any adjusted position after the motor has come to rest.

9. In a reverse-gear for locomotives, the combination of engine valve-gear, a'fluid-actuated rotary motor, a screw-shaft driven by the motor,

a traversing member actuated in opposite directions by the rotation of the screw-shaft, a reachrod directly connecting the traversing member andvalve-gear, conduits for supplying a motive ated valve-means for controlling the flow of motive fluid to either one or the otherl of the conduits, means for exhausting the iluid from the motor, and a second valve-means normally posi- 35` iiuid to either side of the motor, manually-actu- 10. In a reverse-gear for locomotives and other engines,engine valve-mechanism, a housing, a

frame extending from the housing, a screw-shaft .supported for rotation in the housing 'and frame,

a motor within the housing for driving the screwshaftand having means for exhausting fluid fed thereto, a crosshead rmounted on the screw-shaft for longitudinal movement in the frame, a reachrod between the crosshead and engine valvemechanism, means for supplying fluid "-to either side of the motor including two conduits in the housing, valve-means for controllingthe supply,

of uid to the conduits, .a second valve-means within the housing normally positioned between the two conduits, a rod for operating the secondmentioned valve-means positioned closely adjacent the crosshead, and stops on the rod engagedv lfrom the chamber to opposite sides ofthe motor,

a puppet-valve vin each conduit for controlling thesupply of uidto either side of the motor, a. manual actuator for selectively actuating either lov tioned between the conduits and automatically v one or the other of the puppet-valves, and a piston-valve normally positioned between the con- .duits -and so constructed and arranged as to be operated by the actuating means for the valvegear to close theonduit opened by the manual actuator to stop the motor at predetermined limits of movement of the engine valve-gear.

1K2. In a control device for a uid motor, la casing having a chamber for containing a'iiuid 10 under pressure, conduits in the casing extending HERBERT K. AILARD. 

